EP0135363A1 - Kraftübertragung mit stufenlos veränderbarer Übersetzung - Google Patents

Kraftübertragung mit stufenlos veränderbarer Übersetzung Download PDF

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Publication number
EP0135363A1
EP0135363A1 EP84305516A EP84305516A EP0135363A1 EP 0135363 A1 EP0135363 A1 EP 0135363A1 EP 84305516 A EP84305516 A EP 84305516A EP 84305516 A EP84305516 A EP 84305516A EP 0135363 A1 EP0135363 A1 EP 0135363A1
Authority
EP
European Patent Office
Prior art keywords
ratio
gear
clutch
output
pulley
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP84305516A
Other languages
English (en)
French (fr)
Inventor
Erkki Antero Koivunen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motors Liquidation Co
Original Assignee
Motors Liquidation Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Motors Liquidation Co filed Critical Motors Liquidation Co
Publication of EP0135363A1 publication Critical patent/EP0135363A1/de
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H2037/025—CVT's in which the ratio coverage is used more than once to produce the overall transmission ratio coverage, e.g. by shift to end of range, then change ratio in sub-transmission and shift CVT through range once again
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19074—Single drive plural driven
    • Y10T74/19079—Parallel
    • Y10T74/19102—Belt or chain
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19284—Meshing assisters

Definitions

  • This invention relates to a continuously variable power transmission as specified in the preamble of claim 1, for example as disclosed in US-A-4 304 150.
  • the present invention is concerned with maintaining power flow in such a transmission during both belt ratio change and gear ratio changes .
  • the selectively operable multiple gear ratios are disposed in series drive relation with the variable ratio range belt drive, and the transition clutch is effective to maintain vehicle power transmission during a step-ratio change between gear ratios as the belt drive ratio is changed from one end to the other of the ratio range.
  • the transition clutch is selectively operable to control a chain drive for power transfer in parallel with the belt drive of the continuously variable transmission, whereby the belt drive ratio can be changed simultaneously with a gear ratio interchange without the interruption of power flow during the ratio change.
  • the chain drive is preferably disposed in parallel drive relationship with both the belt drive and the multi-gear ratio arrangement of the continuously variable transmission, such that the belt drive ratio and the gear ratios can be changed while speed synchronization is maintained by the chain drive.
  • FIG. 1 a vehicle-mounted power transmission having a multi-piece housing 10 which includes an engine-mounted portion 12, a transmission-enclosing portion 14 and an end cover 16. The engine itself is not shown.
  • An engine flywheel 18 is disposed within the engine-mounted portion 12, and is adapted to be connected in well-known manner to the engine, which is an internal combustion engine.
  • the flywheel 18 has drivingly connected thereto a vibration damper mechanism 20 which includes an inner hub 22 having a spline portion 24 formed thereon.
  • the spline portion 24 is drivingly connected to an input sleeve shaft 26 which is formed integrally with or otherwise connected to a planet carrier 28.
  • the input sleeve shaft 26 also has a splined inner diameter 30 to which is drivingly connected a transition clutch input shaft 32 that in turn is drivingly connected to a conventional fluid-operated friction clutch 34 which is hereinafter designated as a transition clutch.
  • the planet carrier 28 is a component of a compound planetary-gea-r set generally designated 36.
  • the planetary gear set 36 also includes a sun gear 38, a ring gear 40 and a plurality of planetary pinions 42 rotatably mounted on pins 44 secured in the carrier 28. Certain of the pinions 42 mesh with both the sun gear 38 and the remaining pinions 42, and these remaining pinions 42 also mesh with the ring gear 40.
  • Such compound planetary gear sets are well-known in the art: when the ring gear 40 is held stationary, the sun gear 38 will rotate in a direction opposite to that of the carrier 28, whereby a reverse-drive connection is provided when the carrier is driven.
  • a conventional fluid-operated friction brake 46 constituting a reverse brake, is controlled in operation by a hydraulic piston 48 slidably disposed in the engine-mounted portion 12.
  • the sun gear 38 is formed integrally with or otherwise secured to a shaft 50 which has formed thereon a pulley half (sheave) 52.
  • a second pulley half (sheave) 54 is slidably disposed on the shaft 50, and co-operates with the pulley half 52 to form an input pulley, generally designated 56.
  • the pulley half 54 is controlled for sliding movement along the shaft 50 by the use of fluid pressure within a chamber 58 formed by the pulley half 54 and,e wall member 60.
  • the pulley half 52 has drivingly connected thereto a hub or drum 62 which is a member of a forward clutch 64 formed as a conventional fluid-operated friction-type clutch.
  • the clutch 64 has an input hub 66 which is drivingly connected to the planet carrier 28, such that when the clutch 64 is engaged the pulley 56 will rotate in the same direction as the input shaft 26. Alternatively, when the brake 46 is engaged the pulley 56 will rotate in the opposite direction to the input shaft 26.
  • the pulley 56 is in frictional drive relationship with a belt 68 which also frictionally engages an output pulley, generally designated 70.
  • the output pulley has a fixed pulley half (sheave) 72 and a movable pulley half (sheave) 74.
  • the movable pulley half 74 is slidably disposed on a shaft 78 which is integral with or otherwise secured to the pulley half 72.
  • the pulley half 74 is urged towards the pulley half 72 by a compression spring 80 and by controlled fluid pressure which is maintained in a chamber 82.
  • the operation of the pulleys 56 and 70 and the belt 68 is conventional, such devices being known to be applicable for providing a variable-ratio drive mechanism.
  • the pulleys 56 and 70 in their conditions as shown, are in an underdrive relationship.
  • the pressure in the chamber 58 is increased such that the pulley half 54 will move towards the pulley half 52 and the belt 68 will be moved outwardly.
  • the outward movement of the belt 68 in the pulley 56 will cause inward movement of the belt 68 in the pulley 70, this inward movement of the belt 68 being accommodated by movement of the pulley half 74.
  • the pulley drive ratio can be controlled within a range of ratios between the underdrive and overdrive ratio: this is accomplished by maintaining the control pressure in the chamber 58 at appropriate levels in well-known manner.
  • the shaft 78 has drivingly connected thereto a gear 84 which is in constant mesh with a gear 86, these gears 84 and 86 providing a low gear ratio.
  • a gear 88 which meshes with a gear 90, these two gears 88 and 90 providing a high gear ratio.
  • the gear 86 is rotatably supported on a transmission output shaft 92 which has integrally formed therewith or otherwise secured thereto a gear member 94.
  • the gear 86 may be selectively coupled to the output shaft 92 by means of a mechanical clutch 96 which is adapted to bridge the gear 86 to a hub 98 that is drivingly connected to the output shaft 92.
  • the ⁇ mechanical clutch 96 is a well-known structure, and will not be described in detail. To disengage the gear 86 from the output shaft 92, the clutch 96 is moved leftwardly.
  • the gear 88 is connectible by means of a mechanical clutch 100 and a hub 102 to the shaft 78.
  • the mechanical clutch 100 is moved to the left. Since the low and high gear ratios are distinct, they cannot be simultaneously connected to the output shaft 92; therefore, the mechanical clutches 96 and 100 cannot be simultaneously engaged.
  • the gear 94 on the output shaft 92 meshes with a ring gear 104 which is secured to a casing 106 of a conventional bevel gear differential designated 108.
  • This differential 108 has two output shafts 110 and ll2 which are adapted to be drivingly connected to the wheels of the vehicle, not shown.
  • the transition clutch 34 has secured thereto a sprocket member comprising a gear 114.
  • a second sprocket member comprising a gear 116 is formed integrally with or otherwise secured to the gear 88.
  • the sprocket members 114 and 116 are interconnected by a conventional toothed chain 118.
  • the pulley 56 is controlled to establish the maximum underdrive ratio within the belt drive.
  • the mechanical clutch 96 is engaged to provide the low gear ratio between the belt drive and the bevel gear differential 108.
  • the mechanical clutch 100 is disengaged, as are the friction brake 46, the forward clutch 64 and the transition clutch 34.
  • the forward clutch 64 is brought into control engagement.
  • the vehicle output speed can be increased by increasing the engine speed, if desired, or by changing the ratio in the belt-drive structure.
  • the engine will be controlled to operate at its best fuel economy or performance setting, the choice depending upon the operator, and transmission output speed and therefore vehicle speed will be controlled by manipulation of the belt drive ratio.
  • the mechanical clutch 96 can be disengaged, and the ratio in the belt drive can be reduced from the maximum overdrive ratio to the maximum underdrive ratio.
  • the mechanical clutch 96 can be disengaged, and all the power transmission will be by way of the belt drive and the high gear ratio formed by the gears 88 and 90.
  • further vehicle speed increase can be obtained by controlling the belt drive ratio from the maximum underdrive to the maximum overdrive.
  • the overall transmission ratio may be decreased by the converse of the above-described ratio increase.
  • the belt drive ratio is decreased from maximum overdrive to maximum underdrive, at which time speed synchronization of the transition clutch 34 and the shaft 92 is attained.
  • the transition clutch 34 is engaged, the mechanical clutch 100 is disengaged, and the belt drive ratio is increased from maximum underdrive to maximum overdrive.
  • the maximum overdrive ratio there is speed synchronization for the engagement of the mechanical clutch 96, thereby placing the gear arrangement-in the low ratio condition.
  • the transition clutch 34 can be disengaged, and further transmission ratio decrease can be obtained by reducing the drive ratio of the belt drive from maximum overdrive to maximum underdrive.
  • a reverse drive is obtained by disengaging the forward clutch 64 and engaging the reverse brake 46 while the belt drive is maintained at its maximum underdrive ratio.
  • the transition clutch 34 is not used during reverse operation, inasmuch as most vehicle operations do not require high-speed reverse.
  • transition clutch 34 in both a forward and a reverse direction either by the use of a second planetary gear set or by providing a drive connection between the sun gear 38 and the input to the transition clutch 34.
  • the forward clutch 64 and the reverse brake 46 are also used as starting devices. If desired, however, a fluid coupling or a clutch could be disposed between the input shaft and the flywheel and used as a starting device, with the clutch 64 and the brake 46 being used only to establish forward and reverse driving modes.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Arrangement Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)
EP84305516A 1983-09-09 1984-08-14 Kraftübertragung mit stufenlos veränderbarer Übersetzung Ceased EP0135363A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US06/530,548 US4608885A (en) 1983-09-09 1983-09-09 Multi-range continuously variable power transmission
US530548 1995-09-19

Publications (1)

Publication Number Publication Date
EP0135363A1 true EP0135363A1 (de) 1985-03-27

Family

ID=24114033

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84305516A Ceased EP0135363A1 (de) 1983-09-09 1984-08-14 Kraftübertragung mit stufenlos veränderbarer Übersetzung

Country Status (3)

Country Link
US (1) US4608885A (de)
EP (1) EP0135363A1 (de)
JP (1) JPS6073165A (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0198534A1 (de) * 1985-04-12 1986-10-22 Van Doorne's Transmissie B.V. Kraftfahrzeuggetriebe
FR2596480A1 (fr) * 1986-03-27 1987-10-02 Mitsuboshi Belting Ltd Transmission a vitesse variable
DE10008893A1 (de) * 2000-02-25 2001-08-30 Zahnradfabrik Friedrichshafen Getriebeeinheit
JP2010516887A (ja) * 2007-02-02 2010-05-20 エクソンモービル・ケミカル・パテンツ・インク 過酸化物で硬化されたエラストマー組成物の性質の改善

Families Citing this family (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4672863A (en) * 1985-04-17 1987-06-16 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling power transmission system in an automotive vehicle
JPS622066A (ja) * 1985-06-26 1987-01-08 Daihatsu Motor Co Ltd 変速機
DE3603401A1 (de) * 1986-02-05 1987-08-20 Ford Werke Ag Planetenraeder-umschaltgetriebe, insbesondere fuer ein stufenlos regelbares umschlingungsgetriebe fuer kraftfahrzeuge
US4864889A (en) * 1986-05-06 1989-09-12 Aisin-Warner Kabushiki Kaisha Continuously variable transmission
USRE33278E (en) * 1986-07-03 1990-07-31 Continuously variable transmission and torque retaining differential
US4784017A (en) * 1986-07-03 1988-11-15 Johnshoy Edward W Continuously variable transmission and torque retaining differential
JPS63148520U (de) * 1987-03-20 1988-09-30
US4873879A (en) * 1987-09-08 1989-10-17 Borg-Warner Automotive, Inc. Variable speed transmission
US5005442A (en) * 1987-12-11 1991-04-09 Aisin Aw Co., Ltd. Control system for stepless belt transmissions
US4876920A (en) * 1988-07-07 1989-10-31 Ford Motor Company Dual range infinitely variable transmission
US5295920A (en) * 1991-12-04 1994-03-22 Mazda Motor Corporation Automatic transmission system for vehicle
NL9201893A (nl) * 1992-10-30 1994-05-16 Gear Chain Ind Bv Hybride aandrijfsysteem.
US5743348A (en) * 1995-02-13 1998-04-28 New Venture Gear, Inc. Single speed transmission for an electric motor vehicle
US5904633A (en) * 1995-12-30 1999-05-18 Hyundai Motor Co., Ltd. Continously variable transmission
US5853343A (en) * 1996-09-05 1998-12-29 Ford Global Technologies, Inc. Dual mode continually variable transmission
US5916053A (en) * 1998-03-19 1999-06-29 Ford Global Technologies, Inc. Dual mode operation continuously variable transmission having creeper low and reverse gears
US6106428A (en) * 1998-03-23 2000-08-22 Ford Global Technologies, Inc. Compact dual mode continually variable transmission
US5950488A (en) * 1998-04-13 1999-09-14 Abdallah; Abdalla Aref Positive engagement continuously variable transmission
JP3926109B2 (ja) * 2001-02-19 2007-06-06 株式会社エクセディ 無段変速機の正逆転装置
ITTO20020931A1 (it) * 2002-10-25 2004-04-26 Lombardini Srl Trasmissione a rapporto variabile con continuita',
EP1746309B1 (de) * 2004-04-27 2011-03-02 Toyota Jidosha Kabushiki Kaisha Fahrzeugfahrstufensteuerung
JP4939190B2 (ja) * 2006-11-30 2012-05-23 本田技研工業株式会社 小型車両用パワーユニット
JP4397927B2 (ja) * 2006-12-28 2010-01-13 本田技研工業株式会社 自動二輪車用エンジン
US7909716B2 (en) * 2008-05-13 2011-03-22 Lieh Junghsen Dual-ratchet wheel transmission apparatus
KR101935111B1 (ko) * 2013-09-24 2019-01-03 쟈트코 가부시키가이샤 전기 자동차용 자동 변속기
CN105518343B (zh) 2013-09-25 2018-03-09 加特可株式会社 扭矩凸轮装置及带式无级变速装置

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE879350C (de) * 1951-04-28 1953-06-11 Patentverwertung W Reimers G M Stufenlos regelbares Getriebe
FR1268226A (fr) * 1960-09-23 1961-07-28 Karl Hueller G M B H Bloc de transmissions d'avance
AT221377B (de) * 1959-12-15 1962-05-25 Edmond Uher Leistungsteilendes, aus Keilriemen- und Zahnrädergetriebe bestehendes Kraftfahrzeuggetriebe
EP0004412A1 (de) * 1978-01-21 1979-10-03 GKN Transmissions Limited Stufenlos regelbares Getriebe
EP0004487A1 (de) * 1978-03-16 1979-10-03 Regie Nationale Des Usines Renault Stufenloses Getriebe
EP0071801A1 (de) * 1981-08-05 1983-02-16 Aisin Seiki Kabushiki Kaisha Stufenlos einstellbares Regelscheibengetriebe für Fahrzeuge
DE3305924A1 (de) * 1982-02-22 1983-09-01 Valeo, 75017 Paris Kraftuebertragung zwischen einer eingangswelle und einer antriebswelle, insbesondere fuer kraftfahrzeuge

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3011353A (en) * 1958-03-19 1961-12-05 Heinrich Lanz Ag Power transmission for motor vehicles
US3354748A (en) * 1965-06-09 1967-11-28 Gale C Chapman Variable speed drive
DE1655894A1 (de) * 1966-02-22 1970-03-05 Zahnradfabrik Friedrichshafen Antriebsanlage fuer Kraftfahrzeuge,insbesondere fuer landwirtschaftliche Nutzfahrzeuge
US3850050A (en) * 1973-02-06 1974-11-26 J Lemmens Continuously variable automatic transmission
US3924480A (en) * 1974-09-11 1975-12-09 Diamond Seven Inc Constant horsepower variable speed reversing transmission
IT1159899B (it) * 1978-07-13 1987-03-04 Fiat Spa Gruppo di trasmissione per veicoli a motore
DE2944928C2 (de) * 1979-11-07 1985-10-31 Volkswagenwerk Ag, 3180 Wolfsburg Motor-Getriebeanordnung für Fahrzeuge, insbesondere Personenkraftfahrzeuge
US4458559A (en) * 1980-09-15 1984-07-10 Ford Motor Company Infinitely variable belt-drive transmission
JPS57129955A (en) * 1981-02-04 1982-08-12 Aisin Warner Ltd Belt-type stepless automatic speed change gear
JPS57134059A (en) * 1981-02-07 1982-08-19 Aisin Warner Ltd Working fluid distributing device of belt driven stepless austomatic speed-change device
JPS57137757A (en) * 1981-02-16 1982-08-25 Aisin Warner Ltd Controller for fluid pressure of belt type stepless change gear
DE3202692C2 (de) * 1982-01-28 1986-03-27 Ford-Werke AG, 5000 Köln Stufenlos regelbares Getriebeaggregat für Kraftfahrzeuge

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE879350C (de) * 1951-04-28 1953-06-11 Patentverwertung W Reimers G M Stufenlos regelbares Getriebe
AT221377B (de) * 1959-12-15 1962-05-25 Edmond Uher Leistungsteilendes, aus Keilriemen- und Zahnrädergetriebe bestehendes Kraftfahrzeuggetriebe
FR1268226A (fr) * 1960-09-23 1961-07-28 Karl Hueller G M B H Bloc de transmissions d'avance
EP0004412A1 (de) * 1978-01-21 1979-10-03 GKN Transmissions Limited Stufenlos regelbares Getriebe
EP0004487A1 (de) * 1978-03-16 1979-10-03 Regie Nationale Des Usines Renault Stufenloses Getriebe
EP0071801A1 (de) * 1981-08-05 1983-02-16 Aisin Seiki Kabushiki Kaisha Stufenlos einstellbares Regelscheibengetriebe für Fahrzeuge
DE3305924A1 (de) * 1982-02-22 1983-09-01 Valeo, 75017 Paris Kraftuebertragung zwischen einer eingangswelle und einer antriebswelle, insbesondere fuer kraftfahrzeuge

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0198534A1 (de) * 1985-04-12 1986-10-22 Van Doorne's Transmissie B.V. Kraftfahrzeuggetriebe
FR2596480A1 (fr) * 1986-03-27 1987-10-02 Mitsuboshi Belting Ltd Transmission a vitesse variable
GB2188687A (en) * 1986-03-27 1987-10-07 Mitsuboshi Belting Ltd Adjustable speed transmission
GB2188687B (en) * 1986-03-27 1990-03-21 Mitsuboshi Belting Ltd Power transmission system
DE10008893A1 (de) * 2000-02-25 2001-08-30 Zahnradfabrik Friedrichshafen Getriebeeinheit
JP2010516887A (ja) * 2007-02-02 2010-05-20 エクソンモービル・ケミカル・パテンツ・インク 過酸化物で硬化されたエラストマー組成物の性質の改善

Also Published As

Publication number Publication date
US4608885A (en) 1986-09-02
JPS6073165A (ja) 1985-04-25

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Inventor name: KOIVUNEN, ERKKI ANTERO